Automatic air-brake system and engineer&#39;s valve.



No. 863,785. v PATENTEDAUG. 20, 1907. F. B. COREY.

AUTOMATIC AIR BRAKE SYSTEM AND ENGINEERS VALVE.

APPLIOATION FILED MAY 25, 1904.

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Witn eases lnvewbon a Fred BCorey. m W By WM Abby.

PATENTED AUG. 20, 1907.

' F. B. COREY.

AUTOMATIC AIR BRAKE SYSTEM AND ENGINBERS VALVE.

APPLICATION FILED MAY 25. 1904.

2 SHEETS-SHEET 2.

Inventor,

"Witnesses- UNITED STATES PATENT OFFICE.

FRED B. COREY, OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

AUTOMATIC AIR-BRAKE SYSTEM AND ENGINEERS VALVE.

Specification of Letters Patent.

Patented Aug. 20, 1907.

Application filed May 25, 1904:. Serial No. 209,636.

To all whom it may concern:

Be it known that I, FRED B. COREY, a citizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Automatic Air- Brake Systems and Engineers Valves, of which the following is a specification. I

My invention relates to automatic air-brake systems, I

and its object is to remedy a defect in such systems as ordinarily applied to long trains.

In an automatic system, as ordinarily arranged, when it is desired to release the brake after an application, the engineers valve is moved to connect train-pipe to main reservoir, thereby actuating the triple valves on the locomotives and on the several cars of the train so as to connect the brake" cylinders to atmosphere. On long trains it requires an appreciable time for the reservoir pressure to travel in the train-pipe from the locomotive to the rear cars, and the result is that the triple valves operate to release the brakes on the locomotive and front cars before the brakes are released on the rear cars. This places an excessive strain upon the drawbars and sometimes results in pulling the train apart. In order to remedy this, it has been proposed heretofore to equip the locomotive and tender with anauX- iliary engineers valve operating on the principle of the straight air-brake system, by means of which the brakes on. the locomotive and tender may be held in engagement with the wheels until after the brakes on the rest of the train have been released. This arrangement, however, introduces considerable complication and necessitates the manipulation of two handles for releasing the brakes.

By my invention I provide means foraccomplishing the same object by the manipulation of a single handle. I accomplish this by providing a motormans valve of novel construction and arrangement with another release position in addition to those usually employed and connecting the triple valves on the locomotive and tender to the train-pipe or to the brake cylinder through the engineers valve or a valve controlled thereby, instead of directly as in automatic systems as ordinarily arranged. The engineers valve is so organized that when it is moved to first release position the triple valves on the cars are actuated in the ordinary manner for releasing the brakes, but the brakes on the locomotive and tender are not released until the engineers valve is moved to the second release position.

My invention will best be understood by reference to the accompanying drawings, in which Figure 1 shows diagrammatically the connections between the several parts of the braking equipment on a locomotive and on a car, the tender equipment being omitted for the sake of simplicity; Fig. 2 shows a crosssectional elevation of a motormans valve arranged in accordance with my invention; Fig. 3 shows an elevation at right angles to that of Fig. 2; Fig. 4 shows the arrangement of the rotary valve and the location of the ports therein; and Fig; 5 shows the arrangement of the valve seat and the location of its ports.

Referring first to Fig. 1, C represents the air-compressor, and R the main reservoir on the locomotive. V represents the motormans valve to which the main reservoir R is connected through the port 1. E represents the usual equalizing reservoir connected to valve V through the port 6. Gr represents the gage connected in the usual manner. L represents the train-line connected to the motormans valve through the port I. T represents the triple valve on the locomotive, which is connected to the port if on the engineers valve instead of to the train-line, as in the usual arrangement. A and B represent the auxiliary reservoir and the brake cylinder, respectively, on the locomotive. T, A and B represent respectively, the triple valve, auxiliary reservoir and brake cylinder on a car, which are connected in the" usual manner, triple valve T being connected directly to train line L. The tender equipment is omitted for the sake of simplicity, since the connections on the tender are the same as those on the 10- comotive, the-triple valve being connected to the engineers valve or to the pipe leading from the locomotive triple valve to the engineers valve instead of to the train-line.

Referring now to Figs. 2 and 3, H represents the handle of the engineers valve, which is rotatably mounted on the top of the casing in the usual manner, and which is connected in the usual manner to the rotary valve V.

The rotary valve V is supplied with the ports 7 to 16 located as shown in Fig. 4. The valve seat has its ports arranged as shown in Fig. .5. Of these ports, port Z is connected to the chamber 18 in the valve casing which communicates with the connection Z to the train-line. The port r in the valve seat is connected to chamber 17 in the valve casing and through the connection 1 to reservoir. The port a in the valve seat is connected to the exhaust port a shown in dotted lines in Fig. 2. Ports e and e in the valve seat are both connected to the chamber 21, to which is connected the'passage e leading to the equalizing reservoir.

Chamber 21 is separated from chamber 18 by the piston 22 which consequently is subjected on opposite sides to the pressures in the equalizing reservoir and in the train pipe. Piston 22 carries the valve 23 which when raised connects chamber 18 through port 24 to the exhaust port 25, which is connected to the atmosphere. This construction is the one employed in the standard form of Westinghouse engineers valve for long trainservice. For making ordinary service applications the pressure in the equalizing reservoir is reduced to the amount desired, and a difference of pressure is consequently produced on the opposite sides of piston 22. The train-pipe pressure in chamber 18 raises piston 22 and opens port'24, connecting train-pipe to atmosphere. This connection remains open until the train-pipe pressure has been lowered to the value of the pressure in the equalizing reservoir.

I carried by the piston 29, and the chamber 30 directly above piston 29 is connected to chamber 18. 28 is a spring tending to hold piston 29 in the position shown. Chamber 31 below piston 29 is connected through a lift-valve 32 with the passage 33, which leads to the chamber 18. Lift-valve 32 is normally pressed down by the spring 34. Valve 32 carries a pin 'which extends into engagement with the diaphragm diaphragm 35 is pressed upwards by spring 36. This.

35 which is normally pressed downwards against the pressure of spring 36 and held in the position shown by the train-pipe pressure. During the application of the brakes the train-pipe pressure is lowered and lifts the valve 32 connecting the train-pipe to the chamber 31 below piston 29. Now ifreservoir pressure is admitted to the chamber 30 above the piston 29, the piston 29 will be pressed downwards, since the reservoir pressure" is greater than the train pressure at this time, andslide-valve 26 willbe moved downvward, opening -port27 andconnecting chamber 30 to chamber 18, thereby connecting train-lineto reservoir. The pressure on'the train-line will then be raised until the pressure in chamber31, together with the pressure of spring 28, overbalances the reservoir pressure in chamber 30, therebymoving piston 29 upwards and closing port 27 I The arrangement as thus far described accomplishes the same objects that have been heretofore accomplished in automatic air-brake systemsh In addition I provide means for disconnecting the locomotive triple valve from the train-pipe when the engineers valve is in its first release position. This could be accomplished by suitable ports in the engineers valve itself, but in the specific arrangement shown an automatic valve 47, controlled by the engineers valve, is employed for this purpose. The connections of this automatic valve are as follows: The valve seat has a port f which is connected to the passage 37 shown in Fig. 3, which leads into the chamber 38 on one side of piston 40. Piston 40 is normally held in the position shown by the sp1ing39. The chamber 41 on the other side of piston 40 is connected through the port 46, shown in Fig. 2 and in dotted lines in Fig. 3, to the train-pipe. Chamber 41 is also con- Piston 22 then" moves downward closing port 24 and leaving the desired pressure in 'nected when the piston is in the position shown through passage 42 to the pipe 15 leading to the triple valve on the locomotive. Piston 4O carries'a slidevalve 44 which, when piston 40 is moved towards the right, cuts off the connection between pipe t and'the train-line and connects pipe t through passage 42 and the small port 43 to thesinall exhaust port 45.

The rotary valve, which is shown in Fig. 2 in the 1 full release position, has six positions indicated by the dottedlines 1 to 6 in Fig. 5. Position 1 corresponds to the emergency braking position. With the rotary valve handle H lying'along line 1, the following connection'is established; from train-line connection Z, through chamber 18, toportl 'in the valve seat, port 9' in'therotary valve, port 10 in the rotary valve, port a in the valveseat, and exhaust port a.

Thus the train-line is connected directly to atmosphere, the

pressure is suddenly lowered, and the emergency application of the brakes is obtained in the ordinary manner. Dotted line 2 corresponds to the position for the service application of the brakes. When handle H lies along line 2 the followingconnections are established; from equalizer connection e'to chamber 21, port e in the valve seat, port 15 in the rotary valve, port a inthe valve, seat, and exhaust port a. The equalizing reservoir is thus connected to atmosphere and the pressure in the equalizer, and consequently in .the train-pipe, may be lowered to the desired amountsby holding the valve in position 2 the proper length of time. When the pressure has beenreduced by the desired amount, the valve is moved to position 3, which is the usual lap position,

the equalizer port beingthen disconnected from at-.

Position 4 is the first release position. When handle H lies along this line, the following connections are established. From main reservoir connection r, chamber 17, port r in the valve seat, port 8 in the rotary valve, port 7 in the rotary valve, port 8 in the valve seat, passage 19, to chamber 30. The piston 29 is then pushed down, connecting the reservoir to train-pipe through port 27, as has been heretofore explained. This results in releasing the brakes on the train. This has no effect, however, on the triple valve on the locomotive, which is disconnected from the train line in the following manner. Another;v

connection is made in this position of the engineers valve, as follows: from.'chamber 38 on the right of piston 40 as shown in Fig. '3, passage 37, port f in the valve seat, port 14 in the rotary valve, port a in the valve. seat, to exhaust port efChamber 38 is thus connected to atmosphere, while chamber 41 on the other side of the piston 40 is connected to train-pipe pressure as has been already described. Piston 40 is consequently pushed over to the right, drawing slidevalve 44 with it, cutting off pipe tof the locomotive triple valve from train-pipe pressure, and connecting it through the small ports 43 and 45 to atmosphere. Any leakage of pressure to pipe t is thus led off from the locomotive triple valve to atmosphere, which results in effectively preventing.releasing the brakes on the locomotive. In order to make this release, the engineers valve is moved to position 5. I When handle H lies along this line the following connections are made: from train-line connection Z, chamber 18,

port Z in the valve'seat, port 14 inthe rotary valve, port f in the valve seat, passage 37, and chamber 38 on the right of piston 40. The train-like pressure is thus admitted to the right-hand side of piston'40 and the pressure on the two sides of the piston is equal ized, allowing spring 39 to press piston 40 back into the position shown in Fig. 3. Slide-valve 44 is thus pushed into the position shown, and establishes the following connection: from train-line l, chamber 18,,

1] in the rotary valve, port Z in the valve seat, chamber 18, and train-line connection Z.

In case any of the triple valves on the train should stick, the engineers valve may be moved into the position 6. With the handle H on this line, which is the position shown in Figs. 2 and 3, the reservoir is connected directly to train-line, as follows: reservoir connection r, chamber 17, port 1* in the valve seat, port 9 in the rotary valve, port 10 in the rotary valve, port Z in the valve seat, chamber 18, and train-line connection Z. The reservoir pressure thus being admitted to the train-1ine insures the proper movement ohany valves which may have remained stuck when the engineers valve was at position 5. In order to prevent the engineers valve from being left in the position 6, the port 16 is provided in the rotary valve which connects reservoir connection 1' through chamber 17, port 16, port a in the valve seat, and exhaust port a. The reservoir is thus connected directly to atmosphere through a small port which produces a whistling sound sewing as a warning to the engineer to prevent him from leaving his valve in position 6. It will-be seen that in passing from the running position 5 through the first release position 4 to the lap position 3, :a movement of piston 40 will be produced in the same manner as when the engineers valve is being moved in the opposite direction. This movement of piston 40 connects the locomotive triple valve to atmosphere through the small ports 43 and 45, as has been heretofore explained. These ports are so small that they produce no effect in passing quickly through position 4; If the engineer should leave his valve on position 4 a considerable length of time, a slow leakage of pressure from pipe t would ensue and finally a service application of the brakes would be made upon the locomotive. Thus these small ports which serve effectively to prevent the release of the locomotive brakes in passing from position 2 to position 4 are no disadvantage in passing in the opposite direction.

I have shown the automatic valve for preventing the releasing of the locomotive brakes inserted between the locomotive triple and the train-line, and I believe the arrangement shown to be most satisfactory in operation. It is perfectly obvious, however, that the automatic valve, instead of being placed between the locomotive triple and the train-pipe, may be placed between the locomotive triple and the brake cylinder,

so as to merely imprison the air in the brake cylinder, or to connect the brake cylinder to a source of pressure such as the equalizing reservoir or train-line. In

either case the control of the valve would be exactly the same-as has been heretofore described.

I have shown my invention as embodied in a complete engineers valve and its connections, and I have consequently shown and' described several features which form no part of the present invention. Many modifications may be made in the arrangement and construction of parts without departing from the-spirit of my invention. For instance it is in no way essential that all or any of the automatic valves should be lo-.

cated within the valve casing, and the construction of the valves may be varied as desired. I aim in the appended claims to cover all such modifications which do not depart from the spirit and scope of my invention.

What I claim as new and desire to secure by Letters Patent of the United States, is: p

1. In an automatic air brake system, means con trailed by the engineers valve for breaking the connec- 1 tion between the train-pipe and the triple valve. on the locomotive when said engineers valve is moved to connect the train-pipe for releasing the brakes.

2. In an automatic air brake system, in combination with the engineer's valve, an automatic valvecontrolled thereby and adapted and arranged to disconnect the triple valve on the locomotive from the train-pipe when said engineers valve is moved to connect the train-pipe for releasing the brakes.

3. In an automatic air-brake system, independent con' nections to the engineer's valve from the train-pipe and from the triple valve on the locomotive, and means operated by the engineers valve for connecting the main.

reservoir to train-pipe without connecting it to locomotive' triple valve.

4. In an automatic air-brake system, independent connections to the engineers valve from the train-pipe and from the triple valve on the locomotive, said engineers valve being organized and arranged to establish a connection from reservoir to train-pipe before establishing a connection from reservoir to locomotive triple valve when said engineers valve is moved to release the brakes.

5. In an automatic air-brake system, independent connections to the engineers valve from the train-pipe and from the locomotive triple valve, said engineers valve having two or more release positions and being arranged to connect in one of said positions reservoir to train-pipe only, and in a second position to connect reservoir toboth train pipe and locomotive triple valve.

6. In -an automatic air-brake system, an engineer's valve having two or more release positions and connected and arranged to establish in one of said positions connections for operating the triple valves to release the brakes on the train without operating the locomotive triple valve and in a second position to establish connections for operating the locomotive triple valve to release the locomotive' brakes.

7. In an automatic air-brake system, an engineers valve connected and arranged to enable the engineer to establish a connection for operating the triple valves to release the'brakes -on the train without operating the locomotive triple valve.

8. In an automatic air-brake system, an engineers to train-pipe pressure and having the pressure on its other side controlled by saidengineers valve, and a valve controlled by said piston and adapted and arranged to disconnect the triple valve on the locomotive from the train-pipe.

11. In an automatic air-brake system, an engineer's valve having two or more release positions, a valve inserted in the connection between the train-pipe and the triple valve on the locomotive and adapted to break said connection, and means controlled by the engineer's valve for moving said valve to break said connection when said engineer's valve is moved to one release position and for moving said valve to reestablish said connection when said engineers valve is moved to a second release position.

12. In an automatic air-brake system, an engineers valve having two or more release positions, and an automatic valve controlled thereby and inserted in the con' nection between the train-pipe and the triple valve on the locomotive and adapted and arranged to break said con nection when said engineers valve is moved to its first release position.

13. In an automatic air-brake system, in combination with the engineers valve, an automatic valve controlled thereby and inserted in the connection between the trainpipe and the triple valve on the locomotive and adapted to break said connection and to establish a restricted connection from said triple valve to atmosphere.

14. In an automatic air-brake system, an. engineers valve having two or more release positions, and an automatic valve controlled thereby and adapted and arranged to break the connection between the train-pipe and the triple valve on the locomotive and to establish a re-- stricted connection from said triple valve to atmosphere when said engineer's valve is moved to one of said release positions and to disconnect said triple valve from atmosphere and connect it to train-pipe when said engineers valve is moved to a second release position.

15. in an automatic air-brake system, an engineer's valve having two or more release positions and adapted and arranged to establish in one of said positions a con-, nection from reservoir to train-pipe and a restricted connection from locomotive triple valve to atmosphere and in a second position to close said restricted connection and to connect said triple valve to train pipe.

16. In an automatic air-brake system, an engineers valve having two or more release positions, and an automatic valve controlled thereby and adapted and arranged to prevent the release of the locomotive brakes and to be actuated when said engineers valve is in one of said releasepositions.

17. In an automatic air-brake system, an engineers valve having two or more release positions, an automatic valve adapted and arranged to prevent the release of the locomotive brakes, and means operatively connected to the engineers valve and adapted to move said automatic valve to operative position when said engineer's valve is in one of said release positions.

18. In an automatic air brake system, the combination of engine brake cylinder, triple valve, and auxiliary reservoir and connections between the same, a main reservoir, :1 train pipe, and an engineer's valve connected to the main reservoir and train pipe and having an independent connection to the engine triple valve, said engineers valve being arranged to connect the main reservoir to the train pipe while holding the triple valve supply pipe closed.

19. In an automatic air brake system, the combination of an engine brake cylinder, a triple valve, and an auxiliary reservoir and connections between the same, a main reservoir, a train pipe, and an engineers valve connected to the main reservoir and train pipe and having an independent connection to the engine triple valve, said valve being arranged to connect the main reservoir to the train pipe while holding the triple valve supply pipe closed, or to connect the main reservoir to both the train pipe and the triple valve supply pipe.

In witness whereof I have hereunto set my hand this 23rd day of May, 1904.

' FRED B. COREY. Witnesses:

BENJAMIN B'. HULL, HELEN ORFORD. 

